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Originally Posted by Chrisyphus
I’m curious, if you’re sleeping the block, why does the gouge matter? Surely it’s not so deep that sleeves wouldn’t eliminate it?
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We just made the pivot to sleeving. The gouge is pretty substantial and near the top of the cylinder wall. Seating the sleeve may have some small issue (but alas, I am not an expert, lol!)
Quote:
Originally Posted by Chrisyphus
Re our philosophy on sleeves vs. doing it the correct way ;p, it’s your engine and your call brother! There are absolutely a lot of companies who have had success doing it. Peter is more against sleeping than I am, but I am also the one who designed a 1000whp capable twin screw supercharger for the S65 behind his back  : our opinion is that for N.A., a properly done Alusil refinishing is superior. But I personally will concede that a well done sleeved block, while sub optimal, is a solid option. I think a lot of the biases that race shops have supporting sleeved builds is that Alusil as a little more of an unknown as compared to something that works in so so so many racing applications. Why mess with the recipe that works for them? If that’s the shop you want to work with, and they are more comfortable with sleeving, then asking them to do Alusil reconditioning is a fools errand. I think you made a good choice there. |
You are more an expert than I, and trust me I respect that than most! What I have heard is that under long duration high stress sessions the block cylinder wall can go egg shapped, i.e. the block is not strong enough for that type of scenario. That's why most of the IMSA and SCCA engine builds sleeved their blocks.
Quote:
Originally Posted by Chrisyphus
As far as accusumps are concerned, we as an organization have not- Peter is of the mindset that if something is worth doing, it is worth doing in the best possible way. As a result of this, we either sell daily dry dumps, or we use the OEM oiling system. One of our engine builders, on the other hand, has been building racing engines for ~ 30 years in every discipline of racing. He has done a lot of builds with accusumps, and says that as long as expectations are realistic and that the plumbing/design is done well , they can be a great solution.
The big thing that you have to accept is that an accusump is a stop gap for oil starvation, not a solution. Your oil pump will likely be consuming a liter or more per second at 7000 RPM (that is not an exact number, I do not know the actual flow rate of the pump off the top of my head) and so if you have a 3 liter accusump, that can empty in as little as three seconds.
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From my understanding of an oil accumilator the back air pressure of the accumilator dictates the speed the oil flows. The more air you put in the accumilator it takes space away from oil storage but increases the speed of which it dispurses. If you lower the air pressure on the back side you can fill more oil but the speed of which it flows is lower. Below is a great video from Moroso on their accumilator. Worth a watch when you are on the toilet, lol.
Really enjoy chatting with you. I am going to send you a PM with my contact info. I love learning from people and I appreciate your knowledge and enthusiasm.
Rubin